Quick heat-transfer device having liquid recovery means



April 11, 1967- A. M. CADDELL 3,313,102

QUICK HEAT-TRANSFER DEVICE HAVING LIQUID RECOVERY MEANS Filed May 20, 1965 Flci 2o 3 5 r9 4 5 2 7 2 1| 1, 4 2 26 2 1 'fi u f IN VEN TOR.

United States Patent This application complements my Patent No. 2,942,685, entitled, Rotary Temperature-Reducing Exhaust Silencer, issued June 28, 1960, and similarly has to do with the exhaust phase of an engine, or other effluent discharging apparatus.

Laws on noise prevention require automobile manufacturers to provide means whereby noise attending the discharge of exhaust gas is stifled. To that end, engineers have always employed mufllers and, inasmuch as the motoring public has put up with mufilers since the advent of the industry, no effort to prevent noise by any other means has been employed. In fact, the exhaust system has always been downgraded and considered by engineers only as a necessary evil-a manifold connected to the engine and a pipe to carry its exhaust gases to a muffler under the car.

But little if any thought has been given to the crippling effects of such mufrling upon the performance of an engine, nor to the danger-to-health effects upon the occupants of a car so equipped.

The baneful effects of mufii'ers Mufiiers slow down the speed of discharge of exhaust gas, estimated to be 1,800 feet per second at an engines exhaust ports, to prevent its high-pressure impulses puncturing the air. Otherwise, the closing of the holes in the air by ambient atmospheric pressure would result in exhaust noise, much like thunderclap noises that follow in the wake of lightning rending the air.

However, in the case of the internal combustion engine, the effects are serious. Action and reaction always being equal and opposite, the more thorough the muffling the greater the back pressure that builds up in the spent gas in the engines cylinders.

This back pressure means loss of power due to the pistons having to fight opposition to expulsion of the gasin fact, mufflers constitute a perpetual brake on power output. They cause approximately 25 percent of the gas that should be discharged to remain in the cylinders to contaminate the incoming fuel-air charge and overheat it. By thus becoming fully expanded, the new mixture is low in oxygen content and is, therefore, not capable of putting out anything like full power. In no automobile so equipped is combustion complete.' Carbon monoxide, due to this insufficiency of oxygen, develops instantly, a full measure of its getting into the air on every exhaust stroke, of which there are millions upon millions every minute. As has been recognized all over the world, the poisonous results are devastating.

Suction applied to the exhaust By making certain modifications in an internal combustion engine such as grinding the cam to prevent valve overlap and increasing the compression ratio, and applying suction to the exhaust, greater power output may :be had, together with exhaust emissions that are virtually free of that deadly poison, carbon monoxide.

A new condenser for steam engines The greatest drawback to the use of reciprocating steam engines, particularly those suitable for boats and automobiles, has always been the condenser. The only type heretofore and presently available has been the radiator type which requires the movement of air through it to effect condensation of a vapor, such as steam, flowing therethrough. This type is both heavy and cumbersome and requires large areas exposed to the wind to effect satisfactory condensation. However, due to quick reduction in temperatures made possible by the herein described device, it stands out prominently as an answer to the steam condensing problem. For one thing, due to the quick reduction of heat, a higher degree of vacuum is attainable on the discharge end which vacuum translates into greater power output.

However, for the sake of clarity, reference to exhaust gas from an internal combustion engine will only be made in the following pages and not to the condensation of water from steam.

One object of this invention, therefore, is to make avaliablean exhaust means wherein a strong suction effect is generated by a rotor to extract completely spent exhaust gas on every discharge'stroke and, by doing so, make it possible for a full intake of fuel-air mixture to rush into the cylinders at the beginning of a new cycle.

Another object is to preserve and increase the degree of partial vacuums that form in the exhaust manifold in the wake of every exhaust discharge, thus maintaining a strong vacuous effect to assist thorough scavenging throughout the run of the engine.

A third object is to make available extra-quick transfer of heat from exhaust gas to atmosphere, thus contributing toward the maintenance of a negative pressure area within the exhaust manifold adjacent the engine.

A fourth object is to effect silence of the exhaust by preventing its occurrence through extra-quick reduction of heat and, therefore, extra-quick reduction of expansion pressure. With no explosive-like puncturing of the air there can be no exhaust noise.

A fifth object is to reduce the temperature of the exhaust gas to promote quick condensation of water vapor formed in the cylinders during the process of combustion, and to collect the resulting condensate (water) for further use.

A sixth object is to maintain low bearing temperatures by making a constant flow of cooling air available therearound and also to provide constant lubrication of the hearings to insure long life.

A seventh object is to lower the temperature of any vapor, such as steam or acid fumes, thereby effecting recovery of water or other liquids.

Other objects of importance will become apparent as the herein description proceeds.

In the drawings:

FIG. 1 is a side view, partly in cross section, of the rotor mounted between stationary forward and stationary rear parts, each part incorporating anti-frictional bearings. This view illustrates the handling of exhaust gas received from an internal combustion engine, itself not shown. In the aligning part (extreme right) which is partly stationary and partly rotatable, the gas entering the device via the manifold extension to an initial receiving chamber as depicted by arrows. An assembly of equispaced rotatable heat transfer tubes having progressively linear and radial mounting centrifuge the gas to an ultimate receiving chamber, which also rotates, for expulsion of the gas via a fan assembly to atmosphere, and the centrifuging of Water condensed from water vapor formed during the process of combustion into a liquid recovery ring. These tubes carry air-disturbing means on their surfaces.

FIG. 2 is a frontal view of several components that comprise the forward part of the rotor, taken on the lines 22, FIG. 1. This view shows the centrally positioned manifold extension which conveys the exhaust gas toward an initial gas-receiving chamber and then to the assembly of heat-transfer tubes; also, the component which has air E passageways therethrough and which supports and concentrically positions the multiple-hole air-cooling duct which is shown exteriorally in FIG. 5; also the forward ball-bearing assembly andthe screw-jack means for maintaining appropriate pressure on the outer race of the bearing assemblies, which outer race rotates with the housing wall.

FIG. 3 is a view of a partial side wall of the rear fan assembly for expelling the exhaust gas after it has surrendered to atmosphere its heat and water vapor that has been condensed into water by means of the heat-transfer tubes. Also, the fir-tree roots for securing the blades in the fan assembly is shown.

FIG. 4 is a view showing the entrance end of the gasconveying tubes and the encirclement of collar 19 around disc 18 and housing wall 5, which collar removably joins the forward aligning section to the heat-transfer section, said view being taken on lines 44, FIG. 1. The means for securing shaft 31 is also shown.

FIG. 5 is a three-quarter view of the multiple-hole, air-cooling duct that concentrically, though spatially, surrounds manifold extension 4.

FIG. 6 is a side exterior view of the exit disc, identified as 30, which also defines one of the walls of the ultimate gas-receiving chamber. In addition, a stationary fluid-collecting ring, identified as 41 is shown. This ring spatially encircles the walls comprising the ultimate gasreceiving chamber and collects water condensed from the water vapor formed during the process of combustion.

FIG. 7 is a three-quarter view of the heat-transfer finned collars mounted on a specimen gas-conveying tube, the function of said'collars being, when the rotor is in operation, to throw off the heat picked up via radiation from the hot gases being centrifuged through the tubes.

FIG. 8 shows the construction of an unmounted single finned collar.

FIG. 9 is a frontal view of a hold-in-positionclamp,

identified as 16, FIGS. 1 and 10, employed to exert appropriate pressure against the outer race of the ball-bearing assemblies 6 and 7, thus making certain that these races rot-ate with housing wall 5, while the inner racesnsecured via components to manifold extension 4 remain stationary.

FIG. 10 is a side view showing the outer race of the bearing assembly hold-in-position clamp. As will be noted, this clamp is of twin-half construction to facilitate positioning around and/or removal from the bearing assemblies.

Exhaust gas comes from an engine, not shown, through manifold 1, FIG. 1, as per arrow 2. It passes through union 3 into manifold extension 4, which besides conveying the gas, also serves as the axis for housing 5.

The principal function of housing 5 is to incorporate and protect bearing assemblies 6 and '7 from the heat that radiates from manifold extension 4. The housing, bearings and manifold extension comprise the alignment section of the rotor.

Toward protecting the bearings, component 8, FIG. 1, having air passageways leading from atmosphere, is shown frontally in FIG. 2. This component is secured on its inner rim to manifold extension 4 by key means, as at 8A, FIG. 2, and on its outer rim to the inner surface of air-passing duct 9, thus lending concentricity to this duct.

Component 9 would preferably be constructed of carbon graphite. This substance does not undergo changes in dimensions under the influence of the maximum degrees of heat encountered in internal combustion engine operation.

At its forward end, the outer rim of duct 9 is spaced from the inner race of bearing 6 by spacer blocks 10 mounted equi-distantly on duct 9, FIGS. 1 and 2, which spacer blocks (shown in dark shading) permit secure but removable contact between duct 9 and the inner race of bearing assembly 6.

Cooling air from atmosphere enters the confines of duct 9, as per arrows 11, FIG. 1, and is thrown radially through the multiplicity of air passageways provided in the duct walls, as is shown prominently in FIG. 5. Equispaced louvers 12 'are constructed in the walls of housing 5. Under rotation, these louvers function as venturis or, in a sense, centrifugal air pumps, evacuating air continuously from the interior of the housing; that is, the cooling air that enters through the openings in component 8 absorbs heat radiated from the gas flowing through manifold extension 4, whence the thus heated air is drawn through the multiplicity of air passageways in duct 9 and expelled through venturi-formed louvers 12, as per multiple arrows 13;

Bearing 7 in the aft end of housing 5 is spaced from manifold extension 4 by annular walled member 14, which preferably, also, would be constructed of carbon graphite. Member 14 is secured to the manifold extension by flange means 15 and is press-fitted to the inner race of bearing '7, which part of the bearing assembly does not revolve when the rotor is in operation. This annular walled member comprises one side of the initial gas-receiving chamber 34, subsequently referred to.

As shown in FIGS. 1, 9 and 10, a hold-in-position clamp 16 is formed to surround the outer race of bearings 6 and 7. These clamps are of twin-half construction, as at 16A, to facilitate installation and removal from the interior of housing 5. They are machined to grip the outer race of the bearings sufliciently tight to enable this part of the bearings to revolve with housing 5, while the inner races of the bearings are held stationary by being secured to the previously mentioned elements mounted on manifold extension 4.

Equi-spaced indentations are formed in the outer surface of clamps 16. Jack-screws 17 have threadable engagement with holes in the wall of housing 5 and correspond in location to the indentations in clamps 16.

To insure that appropriate pressure is maintained against the outer races and that they are held precisely in position, jack-screws-17 have tapered ends for occupying the aforesaid indentations in the clamps.

Bearing assemblies 6 and '7 are lubricated by means of tubing 21, FIGS. 1 and 9, lubricating oil being supplied to said bearings from an outside source.

The heat-transfer section of the rotor, although rotating with, is separate from the aligning section as represented by housing 5 and its contents. For purposes of clarity, a space is shown between disc-flange 18 and housing wall 5, FIG. 1, but the flange of disc 18 butts up tightly against wall 5 and is held in accurate position by encircling collar 19, which is secured to both flanged disc 18 and housing 5 by a plurality of screw bolts 29, FIGS. 1 and 4. The purpose of this separable construction is tovprovide access to the aft end of housing 5.

Manifold extension 4 and, therefore, the front end of the device, is supported by stationary flange member 22 which, in turn, is secured to brackets 23. These brackets may be attached to any convenient part of an engine or car frame, not shown. Screw bolts 24 secure the flange part of member 22 to manifold extension 4 and screw bolts 25 secure member 22 to brackets 23.

The aft part of the device is supported by bearings 26 and 27, which are mounted on a sustaining bracket 28,

connectible to any part of an automobiles framework.

The heat-transfer section of the rotor is comprised of five essentials flange (or lesser diameter) disc 18, exit (01' greater diameter) disc 31 shaft 31, to which these discs are secured, fan assembly 32 and gas-conveying, heat-transfer tubes 33, all of these essentials being shown in FIGS. 1, 3, 4, 6 and 7.

Shaft 31 is secured to flanged disc 18 by flange 29 and nut 29A, FIGS. 1 and 4, and to exit disc 30 by flange 30A and bolts 30B.

Gas-conveying, heat-transfer tubes 33 are spaced equidistantly through tightly-sealed apertures, not visible, in disc 18, and also through apertures in exit disc 30, also tightly sealed but not visible. These tubes have open communication between initial receiving chamber 34 and ultimate receiving chamber 35, and may be of any length desired to suit the exhaust gas volume of any particular engine.

Initial gas-receiving chamber 34 is defined by part of the wall of housing 5, by member 14 and by flanged disc 18. The ultimate receiving chamber 35 is defined by exit disc on one side and by fan assembly 32 on the other, and on the ends by encompassing flange wall 36; which wall, by means of screw bolts 38 binds exit disc 30 to the fan assembly 32. The wall of fan assembly 32 is secured to the shaft 31 at flange 32A by bolts 37.

Preservation of partial vacuums As previously stated, one of the objects of this invention is to preserve the partial vacuums that follow inthe wake of every exhaust discharge. That is, the speed of discharge of the gas is so great that the exhaust impulses overreach themselves in the exhaust manifold, creating the aforesaid constantly repeating partial vacuums. Obviously, if these partial vacuums could be preserved between exhaust discharges, scavenging of the engine cylinders would be more complete than it is now. On the next and all subsequent discharges, the gas would have a negative pressure reception area into which to rush. Mufflers, however, due to the gas back-pressure that they cause, prevent the preservation of these vacuurns, thus destroying what otherwise could result in very beneficial scavenging effects.

In contrast, the progressively radial mounting of the heat-transfer tubes guarantees the preservation of these partial vacuums. This mounting provides a positive oneway suction pull upon the gas. None of it can possibly flow back toward the manifold against ever-present, everincreasing centrifugal force that accompanies the progressively increasing radial mounting.

Recovery of water from exhaust gas During the process of combustion, part of the hydrogen in the hydrocarbons (fuel) unites with sufficient of the oxygen of the intake air to form water vapor (H O). For every pound of gasoline that is converted into energy approximately one pound of water vapor is formed during the combustion process. By means of the herein heat-transfer tubes this water vapor is speedily condensed into water which, after going through a purification process to eliminate sulphuric acid traces, can be put to good use either for water injection to aid combustion or even for drinking purposes.

Being heavier than any of the other constituents of the exhaust gas, water is thrown centrifugally from fittings 40, whereas the lighter constituents, such as carbon dioxide, are sucked out of ultimate gas-receiving chamber by fan flades 32A, positioned adjacent the periphery of fan assembly 32. These blades are shown in the partial view of FIG. 3, and are also indicated in FIG. 1. They are held in the fan assembly by a single fir-tree type of fitting, as shown at 32C, FIGS. 1 and 3, and may be secured to the blades in any conventional manner.

A number of funnel-shaped elements 39, FIG. 6, are made available throughout encompassing flange-wall 36, and are staked thereto as at 39A. These elements are so located in this flange-wall as to receive water thrown radially out of fittings 49. These fittings are shown mounted only on the topmost and on the bottommost of the tubes as illustrated in FIG. 1, although they may also be seen more completely in the composite view, FIG. 6..

Collector ring 41 is spaced in close proximity to flangewall 55, FIGS. 1 and 6. This ring is of twin-half construction, as is shown at 41A, FIG. 6, the halves thereof being held together .by screw bolts 42, which compress gaskets 41B to assure leakproof connection between the halves.

It will be noted by observing collector ring 41 that its construction permits retention of a liquid within its con- 6 fines to prevent its spilling over and running down the side of the rotatable exit disc 39. Nipple 43, FIGS. 1 and 6, is installed in the base of ring 41, whence any liquid collected in the ring may be drained to an outside vessel, not shown.

Brackets 44 FIG. 1, support ring 41 and may be connected thereto by any suitable means, such as bolts 44A. These brackets are connectible to any part of an engine or chassis, neither of which is shown.

Description of gas-conveying heat-transfer tubes Gas-conveying tubes 33 and their progressively linear and radial mounting comprise the principal heat-transfer components of the device. Pinned collars 45, shown separately in FIG. 8, are mounted on the outer wall of tubes 33, as is shown partially in FIG. 1, and quite thoroughly in FIG. 7. When the rotor is in operation thes'e tubes throw off heat to the air that the fins attack, resulting in the temperature of the gas dropping precipitously as it is being centrifuged linearly and radially due to the mounting .of the tubes.

As registered on a pyrometer having thermocouple leads, the leads pick up the temperature of the gas in the manifold extension to be well above 650 degrees F., the limit of the pyrometers scale, while the temperature of the gas exiting on the outside of the fan assembly registers between 100 and 120 degrees F. This phenomenal drop in temperature makes this device stand out most prominently as a heat-transfer means and as an exceptional means for reclaimng water, or other liquid, from its vapor state. As an indication of its heat-transfer capability, on a day when the ambient temperature hovered between 90 and 100 degrees F., lukewarm water, the condensate of the water vapor'formed in the engine cylinders, ran out copiously from the drain nipple 43 at the bottom of the collector ring.

Pinned collars 45 serve a dual purpose. The collar part serves as spacers between themselves when mounted on a tube, while the finned part absorbs heat from the gas flowing through the tubes and dissipates it as the fins slice through the air.

Electric drive The rotor of this device may be driven electrically, the power being derived from batteries energized by a cars generator. Experience has shown this to be the preferred form of drive, the power input required ranging from one half to seven-sights of one horsepower. Therefore, motor 46 is provided, together with drive pulley 47, V- belt 48 driving pulley 49 mounted on shaft 31 which extends through bearing assemblies 26 and 27, shown in FIG. 1. Motor 46, having cable connection 46A with the aforesaid batteries, may be mounted via plate or bracket 50 and secured to any conventional part of an engine or chassis, not shown.

Having described my invention, I claim:

1. In association with an internal combustion engine having an exhaust manifold, said engine emitting exhaust gas at engine discharge speed into said manifold, a device comprised of stationary forward and stationary rear parts and a rotor having progressively radial, gas-conveying, tubes having discs exposed to atmosphere and mounted anti-frictionally between said parts, said rotor having an inlet end establishing a removable connection with said manifold and an opposite end incorporating means for extracting said gas from the manifold via said gasconveying means and discharging it to atmosphere at a speed greater than that of said engine discharge speed,

said rotor being adapted to be rotated by power derived from a source external thereto.

2. In association with an internal combustion engine having a manifold for receiving exhaust gas from said engine, a manifold extension removably secured to said manifold, a device comprising stationary parts and a rotor mounted to receive rotation between said parts, said rotor being comprised 'of an aligning section and a heattransfer section, an initial gas-receiving chamber formed between said aligning and said heat-transfer sections, said aligning section being comprised of a circular walled housing having a forward and a rear terminus and being concentrically spaced from said extension, a disc comprising 'one end of said heat-transfer section and having means for being disengageably joined to said walled housing, a bearing assembly positioned bet-ween the housings forward terminus and said manifold extension, a second bearing assembly spaced from the first-mentioned assembly and positoned between the liousings rear terminus and said extension, each of said bearing assemblies having an inner and an outer race, annular hold-in-position clamps formed to envelop the outer face of each of said bearings, said clamps engaging the inner wall of said housing for rotation therewith, an open-walled duct having a forward and a rear end and a multiplicity of air passageways extending transversely therethrough, an annular component positioned between said manifold extension and the inner wall of the duct at its forward end, a number of spacer blocks secured on the outer wall 'of the duct and positioned between the duct wall and the inner race of said bearing, said component having openings for the passage of air from atmosphere, an annualr wall at the housings rear terminus positioned between said extension and the inner race of said second bearing, a concentrically formed recess in said annular wall for the reception of the rear end of said duct, a plurality of louvers formed in the circular Wall of said housing, said louvers having a design to create, when said rotor is given rotation, suction of atmospheric air entering through the openings in said annular component and passing radially through the passageways in said duct.

3. In a quick heat-transfer device as described in claim 2, said component and said annular wall being comprised of a substance the dimensions of which do not change in the presence of maximum heat encountered in the operation of an internal combustion engine.

4. In a quick heat-transfer device as described in claim 2, said hold-in-position clamps having a twin-half construction, the circumferential surface of the clamps abutting the inner wall of said housing, indentations formed in said surfaces, a plurality of screw-jacks having threaded engagement with holes in said housing wall, said screwjacks having tapered ends and being located in said wall to correspond with and occupy the indentations in said surfaces, means for applying pressure against said clamps via said screw-jacks.

5. In a quick heat-transfer device as described in claim 2, said heat-transfer section being secured to said aligning section by a band that encircles said flanged disc and the housing Wall of said aligning section, means for removably securing said band to the flange of said disc and to the housing wall of said aligning section.

6. In association with an internal combustion engine having a manifold for receiving from said engine hot exhaust gas at engine discharge speed, a device comprised, relative to said manifold, of a stationary close and a stationary distant part and a rotor mounted to receive rotation between said parts, said rotor being comprised of an aligning section and a heat-transfer section remov ably joined together, a manifold extension removably secured to said manifold, bearing assemblies having an inner and an outer race, said aligning section having a circular wall for housing said manifold extension and said bearing assemblies, components for removably securing the inner races of said hearings to said manifold extension, means for removably securing said outer races to said circular wall for rotation therewith, said heat-transfer section being comprised, relative to said manifold, of a near disc and a spatially located disc, said latter disc having a diameter greater than the diameter of said near disc, an equal number of equi-spaced apertures formed through said discs adjacent their respective peripheries,

O a plurality of heat-transfer tubes having exhaust gas communication with said manifold extension, said tubes being formed to extend through said apertures and to be madesecure to said discs, a shaft extending through each of said discs and being made removably disengageable there to, a fan assembly spaced from said spatially located disc and being made removably secure to said shaft, bearing assemblies mounted on said distant part, said shaft a1igningly engaging said bearing assemblies and supporting said rotor, power applicable means for imparting rotation to said shaft, said fan assembly being adapted to extract the gas from said manifold via said heat-transfer tubes and discharge it to atmosphere at a speed greater than said engine discharge speed.

7. In a quick heat-transfer device as described in claim 2, an initial gas-receiving chamber defined by said flanged disc, said annular wall and said circular walled housing, said manifold extension protruding into said chamber for delivering exhaust gas thereto.

8. In a quick heat-transfer device as described in claim 6, said tubes having a plurality of finned collars mounted thereupon, said collars being comprised of a one-piece unit serving dual functions, one part thereof serving as a collar for spacing said fins on said tubes from each other and the other part of the unit serving as a fin extending right-angularly a distance from said tubes for throwing off heat absorbed from exhaust gas being centrifuged through said tubes during the application of power to said rotor.

9. In association with an internal combustion engine having a manifold for receiving exhaust gas from said engine, a device comprised, relative to said manifold, of a stationary close and a stationary distant part and a rotor mounted between said parts, said rotor being comprised of an aligning section and a heat-transfer section removably joined together for rotation, said heat-transfer section having a shaft and associated means for receiving power for rotation, an initial gas-receiving chamber and a manifold extension removably connected to said manifold for conveying exhaust gas to said chamber, a flanged disc having adjacent its periphery a plurality of apertures opening into said chamber, a similar plurality of open-end tubes, one end thereof being fixedly positioned in said apertures, an exit disc having a diameter greater than said flanged disc and being positioned adjacent said stationary distant part, said disc being removably secured to said shaft, a plurality of apertures formed through said exit disc adjacent its periphery for the reception therethrough and securement thereto 'of the other end of said tubes, a plurality of finned collars mounted on said tubes for absorbing via radiation heat from said gas and throwing it off to atmosphere, a fan assembly spaced from said exit disc and being removably secured to said shaft, =a flanged wall encompassing the peripheries to said disc and said fan assembly to form a chamber for the ultimate reception of said exhaust gas from said tubes.

10. In association with an internal combustion engine having a manifold for receiving from said engine exhaust gas containing water vapor, a device comprised, relative to said manifold, of a stationary'cl o-se and a stationary distant part and a rotor mounted between said parts, said rotor being comprised of an aligning section and a quick heat-transfer section removably joined together for rotation, stationary hollow ring spaced in close proximity to said heat-transfer section for receiving Water condensed from said exhaust gas, said heat-transfer section having a shaft and associated means for receiving power for rotation, an initial gas-receiving chamber and a manifold extension removably connected to said manifold for conveying exhaust gas to said chamber, .a flanged disc forming the lesser diametered end of said heat-transfer section and a disc having a greater diameter than that of said flanged disc, a plurality of gas-conveying tubes formed to protrude through the walls of each of said discs adja-- Gfi th peripheries thereof being made secure there to, said discs being 'removably secured to said shaft, a plurality of finned collars mounted on said tubes for absorbing via radiation heat from said gas and throwing it off to atmosphere, 2. fan assembly spaced from said greater diametered disc and being removably engaged to said shaft, a peripheral flanged wall encompassing said greater diametered disc and said fan assembly to form an ultimate gas-receiving chamber, said tubes protruding into said chamber, a fitting removably secured on the ends of said tubes at a right angle thereto, a plurality of funnel-shaped elements secured in said flanged wall and extending spatially into the confines of said hollow ring for delivering therein water thrown from the gas being discharged from said fittings.

11. In a quick heat-transfer device as described in claim 10, a fluid-collecting ring concentrically surrounding but spaced from said peripheral flanged wall, said collector ring being of twin-ha1f construction, each half thereof having mating flanges and gaskets and means for securing said flanges each to the other, said ring having a fluidretaining and fluid-guiding construction for preventing leakage therefrom, a nipple located in the bottom of said ring for conveying said water to an outside destination.

12. In a quick heat-transfer device as described in claim 9, a fan assembly comprised of a disc and fan blades removably disengageable therefrom, said disc being removably secured to said shaft, said blades having fir-tree roots and being made removably secure in said disc construction, said blades being positioned at a radius greater than the discharge ends of said tubes and adjacent the periphery of said fan assembly.

13. In association with an engine having an exhaust manifold for receiving from said engine high-temperature elfluent containing vapor, a device comprised of stationary forward and rear parts and a rotor mounted between said parts and being adapted to receive power for rotation, an inlet disc of said rotor having effluent communication with said manifold, a discharge disc positioned distantly from said inlet disc and having a diameter greater than that of said inlet disc, said rotor being comprised of a section incorporating bearing means at the end nearest said manifold, a plurality of equi-spaced efiluent-conveying tubes protruding through the inlet end disc adjacent its periphery, heat-transfer means integrated with said tubes for lowering the temperature of the effluent during said rotation, another disc having a diameter corresponding to that of said greater diametered disc and being spaced therefrom, a circular wall encompassing said another disc and said greater diametered disc to form a chamber therebetween, a shaft having engagement with bearings positioned at said rear part and means for applying power thereto, said shaft being removably secured to said discs and to said inlet disc, said latter disc being removably disengageable to the section incorporating bearing means, a stationary effluent collector ring concentrically spaced from said circular wall, a plurality of funnelshaped elements mounted equi-spaced in said circular wall and extending spatially into the confines of said collector ring for delivering effluent thereto at a temperature lower than that of said high-temperature, and said ring having a nipple for the drainage of said effiuent therefrom.

14. In association with an engine operated by an elevated temperature fluid having comparatively heavy and light constituents, a manifold for receiving the exhaust of said fluid at its maximum discharge temperature and speed, a device comprised of stationary forward and stationary rear parts and a rotor having progressively linear-radial, fluid-conveying heat-transfer means anti-frictionally mounted between said parts, said rotor having a fluid inlet end establishing a removable connection with said manifold and an opposite end greater in radius than that of said inlet end, said opposite end incorporating means for extracting the fluid from said manifold via said heattransfer means and discharging the heavier constituents thereof into one reception means and the lighter constituents thereof to atmosphere at a speed greater than said maximum discharge speed and at a temperature lower than said discharge temperature, said rotor being adapted to rotate by power applied from a source external thereto.

15. A device having a stationary forward and a stationary rear end including a rotor anti-frictionally mounted between said ends and exposed to atmosphere for speedily reducing the temperature of an effiuent delivered from an outside source in volume thereto, means within said rotor for separating said volume into many individual streams, said rotor being comprised of an aligning section and a heat-transfer section having a shaft, an annular plate removably secured to said shaft near its opposite end, an initial eifluent-receiving chamber formed in said aligning section, an end wall having a diameter co-equal with that of said greater diametered plate, spaced rearwardly therefrom and having a peripheral wall for removably joining said end wall to said latter plate to form an etfluent-receiving compartment therebetween, a plurality of equi-spaced, open-end tubes protruding through said plates adjacent their respective peripheries for conveying said effluent from said initial chamber to said compartment, said tubes having air-disturbing means in their structures, means for rotating said shaft and means in said end wall for discharging said eifluent to atmosphere at a temperature lower than that at which said effluent was delivered in volume to said rotor.

16. In association with an apparatus discharging elevated temperature eflluent, a device having means for receiving and discharging said effluent at a temperature lower than that at which it was discharged from said apparatus, said device being mounted between stationary forward and rear supports and carrying an anti-frictionally installed rotor exposed to atmosphere, said rotor being comprised of a shaft, an annular plate removably secured on the end of said shaft and an annular plate having a radius greater than that of the first-mentioned plate and being removably secured on the opposite end of said shaft, an initial effluent-receiving chamber formed in said rotor forwardly of the first-mentioned plate, a wall having a radius co-equal with that of said greaterradial plate and being spaced rearwardly therefrom and removably secured to said shaft, said latter plate and said wall being spatially and being removably joined at their peripheries to form a chamber therebetween, a plurality of equispaced tubes having air-disturbing means in their structures, said tubes extending through said annular plates adjacent their respective peripheries for establishing progressively radial effiuent flow between said chambers, a source of power having connection with said shaft for imparting rotation thereto and means associated with said wall for dispersing said lower temperature efiiuent to atmosphere.

References Cited by the Examiner UNITED STATES PATENTS 1,272,485 7/1918 McMahon 6 l-32 1,685,006 9/1928 Schultz 60-32 3,204,401 9/ 1965 Serriades 6031 MARK NEWMAN, Primary Examiner.

RALPH D. BLAKESLEE, Examiner. 

1. IN ASSOCIATION WITH AN INTERNAL COMBUSTION ENGINE HAVING AN EXHAUST MANIFOLD, SAID ENGINE EMITTING EXHAUST GAS AT ENGINE DISCHARGE SPEED INTO SAID MANIFOLD, A DEVICE COMPRISED OF STATIONARY FORWARD AND STATIONARY REAR PARTS AND A ROTOR HAVING PROGRESSIVELY RADIAL, GAS-CONVEYING, TUBES HAVING DISCS EXPOSED TO ATMOSPHERE AND MOUNTED ANTI-FRICTIONALLY BETWEEN SAID PARTS, SAID ROTOR HAVING AN INLET END ESTABLISHING A REMOVABLE CONNECTION WITH SAID MANIFOLD AND AN OPPOSITE END INCORPORATING MEANS FOR EXTRACTING SAID GAS FROM THE MANIFOLD VIA SAID GASCONVEYING MEANS AND DISCHARGING IT TO ATMOSPHERE AT A SPEED GREATER THAN THAT OF SAID ENGINE DISCHARGE SPEED, SAID ROTOR BEING ADAPTED TO BE ROTATED BY POWER DERIVED FROM A SOURCE EXTERNAL THERETO. 